64Tn  Congress,  )  HOUSE  OF  REPRESENTATIVES.  (  Document 
M  Session.      \  \    No.  243. 


SXJEYET  OF  NEW  YORK  HARBOR. 


LETTER 

FROM 

THE  SECRETARY  OF  WAR. 

*  TRANSMITTING. 

WITH   A   LETTER  FROM   THE   ACTING    CHIEF   OF  ENGINEERS, 
REPORT  OF  A  SURVEY  OF  NEW  YORK  HARBOR,  NEW  YORK. 


February  2,  1897. — Referred  to  the  Committee  on  Rivers  and  Harbors  and  ordered 

to  be  printed. 


War  Department, 
Washington,  JD.  C,  January  29,  1897. 
Sir:  I  have  the  honor  to  inclose  herewith  a  letter  from  the  Acting? 
Chief  of  Engineers,  dated  January  28,  1897,  together  with  a  copy  of  .a 
report  from  Col.  O.  L.  Gillespie,  Corps  of  Engineers,  dated  January  26, 
1897,  of"  a  survey  made  by  him  in  compliance  with  the  provisions  of  the 
river  and  harbor  act  of  June  3,  1890,  of  New  York  Harbor,  New  York. 
Very  respectfully, 

Daniel  S.  Lamont, 

Secretary  of  War, 
The  Speaker  of  the  House  of  Representatives. 


Office  of  the  Chief  of  Engineers, 

United  States  Ar:my, 
Washimjton,  D,  0.,  January  28,  1897, 

Sir:  I  have  the  honor  to  submit  the  accompanying  copy  of  report, 
dated  January  26,  1897,  with  map,  by  Col.  G.  L.  Gillespie,  Cori)s  of 
Engineers,  of  the  results  of  a  survey  of  New  York  Harbor,  New  York, 
from  the  Narrows  to  the  sea,  with  a  view  of  obtaining  a  depth  of  35 
feet  at  mean  low- water  mark,  made  to  comj^ly  with  provisions  of  river 
and  liarbor  act  of  June  3,  1896. 

Colonel  Gillespie  estimates  that  to  obtain  a  channel  1,000  feet  wide 
and  35  feet  deep  at  mean  low  water  would  cost  81,740,000.  This  amount 
includes  the  cost  of  constructing  four  dredges  at  8100,000  each.  A  chan- 
nel of  similar  depth  and  1,500  tV-et  wide  is  estimated  to  cost  $2,772,000, 
which  amount  includes  the  cost  of  constructing  five  dredges  at  $100,000 
each.   The  estimated  cost  of  obtaining  a  channel  of  same  depth  and 


2  NEW  YORK  HARBOR. 

2,000  feet  wide  is  $4,180,000,  which  includes  the  cost  of  six  dredges  at 
$100,000  each. 

The  above  estimates  are  based  upon  the  net  cost  of  dredging  hereto- 
fore done  in  the  harbor  by  the  United  States  dredge. 

Should  the  work  be  done  by  contract  the  estimated  cost  should  be 
increased  20  per  cent,  and  would  be  as  follows  for  a  depth  of  35  feet : 

Chanuel  1,000  feet  wide   $2, 088,  000 

Channel  1,500  feet  wide   3,  326,  400 

Channel  2,000  feet  wide   5,  016,  000 

Colonel  Gillespie  considers  the  improvement  providing  for  a  channel 
1,000  feet  wide  and  35  feet  deep  at  mean  low  water  from  the  Narrows 
to  the  sea  to  be  a  worthy  one  and  justified  by  the  interests  of  commerce 
involved. 

For  the  reason  that  the  channel  through  lower  New  York  Bay  is 
everywhere  exposed  to  the  full  action  of  the  sea,  it  would  be  necessary 
either  for  the  contractor  or  the  Government  to  construct  specially 
adapted  hydraulic  dredges,  their  number  depending  upon  the  urgency 
of  the  work. 

Yery  respectfully,  your  obedient  servant, 

A.  Mackenzie, 
Acting  Chief  of  Engineers, 

Hon.  Daniel  S.  Lamont, 

Secretary  of  War, 


SURVEY  OF  NEW  YORK  HARBOR,  NEW  YORK,  FROM  THE  NARROWS  TO 

the  sea,  with  a  view  of  obtaining  a  depth  of  35  feet  at 
mean  low-water  mark. 

Engmneer  Office,  United  States  Army, 

Neio  YorTc,  N.  Y.,  January  26,  1897, 
General  :  In  obedience  to  instructions  contained  in  your  letter  of 
September  5,  1896,  I  have  the  honor  to  submit  a  report  on  the  survey 
of  New  York  Harbor,  to  comply  with  the  requirements  of  section  y  of 
the  river  and  harbor  act  of  June  3,  1896,  which  reads  as  follows: 

That  the  Secretary  of  War  hereby  directed,  at  his  discretion,  to  cause  surveys 
to  be  made  aud  the  cost  of  improvement  to  be  estimated  at  the  following  localities, 
to  wit: 

#  *  *  *  #  *  # 

New  York  Harbor,  from  the  Narrows  to  the  sea,  with  a  view  of  obtaining  35  feet 
at  mean  low-water  mark. 

The  first  project  for  the  improvement  of  the  channel  across  the  lower 
bay,  from  the  Narrows  to  the  sea,  begun  under  the  appropriation  con- 
tained in  the  river  and  harbor  act  of  July  5,  1884,  was  completed  on 
October  10,  1891. 

It  provided  for  a  continuous  waterway  between  the  defined  limits 
1,000  feet  wide  and  30  feet  deep  at  mean  low  water. 

Since  completion  the  improvement  ha«  been  well  maintained,  and 
shipping  has  in  general  been  able  to  avail  itself  of  the  full  channel 
dimensions  except  occasionally  when  westerly  or  northwesterly  storms 
prevailing  for  a  period  of  a  few  days  have,  by  driving  the  water  out  of 
the  bay,  abnormally  reduced  the  available  depth  1  to  2  feet. 

The  main  ship  channel  between  the  quarantine  station  and  the  South- 
west Spit  has  slightly  shoaled  on  the  west  side  during  the  past  year  by 
the  deposit  of  material  washed  in  from  Raritan  Bay,  causing  a  length- 
ening of  the  bank  slopes,  especially  at  ijoints  where  the  bed  had  been 
lowered  6  feet  to  8  feet  in  the  execution  of  the  project  for  improvement 


NEW  YORK  HARBOR. 


3 


by  dredging.  Tliis  degradation  of  the  bank  slopes  was  doubtless  stim- 
ulated by  the  cutting  action  of  the  ])ropellers  of  large  steamers  i)assing 
along  and  near  the  extreme  west  side  of  channel. 

The  number  of  steamers  and  sailing  vessels  of  deep  draft  which  come 
to  this  port  through  the  southern  or  main  entrance  increases  from  year 
to  year,  and  it  is  particularly  noticeable  that  the  draft  and  tonnage  of  the 
steamers  have  progressively  increased  during  the  i:>ast  six  years.  In 
the  Annual  Eeport  of  the  Chief  of  Engineers  for  the  fiscal  year  ending 
June  30,  1890,  pages  744-747,  a  list  is  given  of  the  transatlantic  steam- 
ships plying  between  Xew  York  City  and  foreign  ports  for  the  year 
1885,  and  from  April,  1889,  to  April,  1890.  The  average  draft  at  these 
periods  for  outgoing  steamers,  which  are  usually  the  most  heavily 
laden,  was  according  to  the  list  slightly  in  excess  of  27  feet.  Since 
1890  all  the  steamship  companies,  without  exception,  I  think,  have 
added  new  and  enlarged  steamers  to  their  lists,  and  the  draft  of  some 
of  these  outward  bound  has  been  as  great  as  30i  feet,  or  a  little  in 
excess  of  the  depth  in  the  channel  at  low  tide.  A  list  of  these  new 
vessels  is  appended. 

As  these  steamers  require,  for  safe  navigation,  2  to  3  feet  of  water 
under  their  keels,  it  is  apparent  that  they  can  not  leave  port  at  low 
tide  so  long  as  the  improved  channel  has  but  30  feet  at  that  stage. 

The  steamship  companies  and  the  great  commercial  bodies  interested 
in  the  growth  and  advancement  of  the  nation's  commerce,  wealth,  and 
international  standing,  unite  in  an  appeal  sui)ported  by  an  impressive 
array  of  facts  and  arguments  that  the  main  ship  channel  from  the  Nar- 
rows to  the  sea  shall  be  dee[)ened  to  35  feet  at  mean  low  water.  The 
letters  embodying  these  views  will  be  found  as  appendices.  The  chan- 
nel from  the  Xarrows  to  the  city  of  Isew  York  is  nowhere  less  than  45 
feet  deep,  and  in  general  is  from  50  feet  to  60  feet  deep,  with  a  least 
depth  of  40  feet  at  the  ends  of  the  principal  piers  of  the  city. 

The  act  under  which  this  report  is  submitted  makes  no  reference  to 
the  width  of  the  proposed  channel  from  the  Narrows  to  the  sea.  The 
existing  natural  channel  from  the  Narrows  to  the  city  of  New  Y^ork  is 
generally  3,0(J()  feet  wide,  and  the  natural  and  partly  improved  channel 
from  the  Narrows  to  the  sea  is  1,000  feet  wide.  In  view  of  the  great 
length  of  modern  steamers  and  of  the  difficulty  experienced  in  handling 
them  in  comparatively  narrow  channels  where  cross  currents  x)revail, 
the  consensus  of  opinion  among  steamship  owners  is  that  the  improved 
channel  from  the  Narrows  to  the  sea  should  have  even  a  greater  width 
than  1,000  feet. 

The  following  estimates  of  the  quantities  of  material  to  be  removed 
to  provide  channels  of  different  capacities  have  been  carefullj'  deter- 
mined by  calculations  based  upon  the  soundings  recorded  upon  the 
latest  charts: 

Eslimates. 

1.  For  a  channel  1,000  feet  wide  and  35  feet  deep  at  mean  low  water: 


(a)  Dredfxing  12,000,000  cubic  yards,  scow  measurement,  at  10  cents 

per  cu])ic  yard   $1,  200,  000 

(h)  Construction  of  four  additional  dredges,  at  $100,000   400,  000 

(c)  Contingencies  of  engineering   140,000 


Total   1,740,000 

2.  For  a  channel  1,500  feet  wide  and  35  feet  deep  at  mean  low  water: 

(a)  Dredging  20,660,000  cubic  yards,  scow  measurement,  at  10  cents 

per  cubic  yurd  I   2,  066,  000 

(&)  Construction  of  five  additional  dredges,  at  $100,000    500,  000 

(c)  Contingencies  of  engineering   206,000 


Total   2,  772,  000 


4 


NEW  YORK  HARBOR. 


3.  For  a  channel  2,000  feet  wide  and  35  feet  deep  at  mean  low  water: 

(a)  Dredging  32,550,000  cubic  yards,  scow  measurement,  at  10  cents 


per  cubic  yard  ,  $3,  255,  000 

(&)  Construction  of  six  additional  dredges,  at  $100,000    600,  000 

(o)  Contingencies  of  engineering   325,000 


Total   4, 180,  000 


The  above  estimates  are  based  on  tlie  net  cost  of  dredging  by  the 
IJ.  S.  dredging  steamer  Gedney  from  the  date  of  its  purchase,  December 
1,  1892,  to  September  30,  18<)o. 

Should  the  work  be  done  by  contract,  allowing  a  fair  return  to  the 
contractor  for  capital  invested,  it  is  reasonable  that  the  estimates 
should  be  increased  20  per  cent.  In  this  case  the  estimates  are  as 
follows,  viz : 

Channel  1,000  feet  wide  and  35  feet  deep   $2,  088,  000 

Channel  1,500  feet  wide  and  35  feet  deep   3,  326,  400 

Channel  2,000  feet  wide  and  35  feet  deep   5,  016,  000 

The  improvement  providing  for  a  channel  1,000  feet  wide  and  35  feet 
deep  at  mean  low  water  from  the  Narrows  to  the  sea  is,  in  my  judg- 
ment, a  worthy  one,  and  is  "justified  by  the  interests  of  commerce 
involved,"  and  it  is  recommended  that  an  adequate  appi-opriation  be 
made  for  its  early  completion. 

JSTew  York  Harbor  is  for  many  reasons  the  chief  port  of  the  United 
States,  and  it  may  therefore  demand  with  propriety  that  the  main 
channel  leading  to  the  wharves  at  all  the  different  shipping  points  in 
the  upper  bay  shall  be  so  deepened  and  widened  from  the  Narrows  to 
the  sea  as  to  permit  the  largest  steamers  afloat  to  pass  freely  in  and 
out  of  the  harbor  at  all  stages  of  the  tide  and  conditions  of  the  weather 
without  let  or  hindrance.  The  attainment  of  such  an  end  should  not 
be  arrested  or  even  obstructed  by  a  narrow  spirit  of  economy,  but 
the  improvement  should  be  recognized  as  national  in  its  character,  and 
should  be  speedily  pushed  to  completion  by  the  use  of  every  modern 
appliance  applicable  to  the  purpose. 

Since  the  channel  through  the  lower  bay  is  everywhere  exposed  to 
the  full  action  of  the  sea,  it  will  not  be  possible  to  make  the  necessary 
excavations  by  ordinary  dredges.  Hydraulic  dredges,  specially  adapted 
to  the  work,  will  have  to  be  built  either  by  a  contractor  or  by  the  Gov- 
ernment, and  the  number  of  such  dredges  will  depend  upon  the  urgency 
of  the  work. 

If  the  work  be  done  by  the  Government,  and  it  be  required  that  the 
quantity  of  material  excavated  annually  shall  not  be  less  than  3,000,000 
cubic  yards,  a  reasonable  quantity  considering  the  large  and  important 
national  interests  involved,  the  number  of  dredges  needed,  supplemen- 
tary to  existing  i)lant,  will  be  five,  having  each  a  capacity  of  500,000 
cubic  yards  per  year,  whose  aggregate  cost  should  not  exceed  $500,000. 

With  an  enlarged  plant  of  this  character  it  will  be  possible  to  so 
conduct  the  work  that  the  recommended  channel,  having  a  depth  of 
35  feet,  will  be  given  a  width  of  500  feet  in  two  and  one-half  years, 
and  of  1,000  feet  in  four  years. 

If,  however,  it  be  desirable  that  the  work  shall  be  conducted  with 
greater  dispatch,  it  may  be  effected  by  increasing  the  number  of  addi- 
tional dredges  to  six.  In  this  latter  case,  the  width  of  500  feet  will  be 
obtained  in  two  years,  and  the  full  width  of  1,000  feet  in  three  and 
one-half  years. 

The  material  to  be  removed  varies  slightly  in  character  from  the 
eastern  entrance  to  Gedney  Channel  westward  and  northward  to  the 
northern  entrance  to  the  Swash  Channel. 


NEW  YORK  HARBOR. 


5 


In  a  late  paper  read  before  tlie  Institution  of  Civil  Engineers,  Lon- 
don, England,  the  statement  is  made  that  the  material  removed  in 
1885-1891  for  the  improvement  of  New  York  Harbor  was  ''principally 
sand  and  alluvial  matter." 

This  statement  is  misleading  as  regards  the  alluvium.  Sedimentary 
deposits  were  not  found  east  of  Elynns  Knoll,  but  were  confined  solely 
to  the  main  ship  channel  from  Flynns  Knoll  northward  toward  the  Nar- 
rows. The  main  shoal  known  as  the  ''  bar,"  obstructing  this  entrance  to 
the  port,  lay  in  Gedney  Channel,  and  was  purely  a  ''  shingle  shoal."  It 
was  composed  of  well  compacted  gravel,  coarse  sand,  and  a  limited  quan- 
tity of  shells  for  a  depth  of  2  feet  or  more,  underneath  which  lay  strata 
of  coarse  sand  graded  down  to  fine  sand  as  the  depth  increased  seaward. 
The  crest  of  the  bar  was  covered  with  very  coarse  shingle.  Incorporated 
with  the  finer  underlying  gravel,  in  a  small  area  at  the  western  entrance, 
there  was  a  calcareous  element  arising  from  the  decomposition  of  the 
shells  of  marine  animals  of  low  order ;  it  was  small  in  quantity,  but  served 
as  a  matrix  to  cement  the  other  elements,  and  tended  to  increase  the  difii- 
culties  of  pumping.  Immediately  westward  of  Gedney  Channel,  in  front 
of  northern  entrance  to  South  Channel,  the  bed  of  the  channel  was  formed 
of  coarse  sand,  which  became  finer  as  Elynns  Knoll  was  approached.  In 
the  main  ship  channel  north  of  Elynns  Knoll,  for  a  distance  of  4  miles, 
the  material  was  fine  sand,  mixed  with  sedimentary  matter  nearly  2  feet 
deep,  derived  from  the  Earitan  Kiver  and  deposited  during  freshets.  It 
formed  a  tough  crust  over  nearly  the  whole  of  Raritan  Bay,  and  firmly 
resisted  the  action  of  the  pumps  until  after  it  was  broken  up  and  tke 
coarser  material  below  could  be  reached  by  the  suction.  The  sand  was 
so  fine  that  it  settled  slowly  after  pumping,  and  a  large  proportion  was, 
in  consequence,  lost  by  overflow,  causing  an  increased  cost  to  the  work 
of  removal.  It  may  be  said,  in  general,  that  all  the  material  lying  within 
the  limits  of  the  channel  leading  from  the  Narrows  to  the  sea  can  be 
readily  and  economically  raised  by  means  of  hydraulic  pumps. 

The  chart  accompanying  this  report  is  a  compilation  of  the  surveys 
made  under  the  direction  of  this  office,  from  time  to  time,  since  the 
original  survey^of  1884  was  authorized,  and  represents  with  sufiicienl 
accuracy  for  i^resent  purposes  the  condition  of  the  main  ship  channel 
through  the  lower  bay  as  it  exists  to-day. 

COMMERCIAL  STATISTICS. 

The  thirty-eighth  annual  report  of  the  Corporation  of  the  Chamber 
of  Commerce  of  the  State  of  New  York  for  the  year  1895-96,  ])age  150, 
states  the  value  of  foreign  imports  and  exports  from  the  port  of  New 
York  City  for  the  year  1895,  not  including  domestic,  coastwise,  and 
local  traffic,  to  be  $934,000,000. 

As  coastwise  vessels  and  steamers  do  not  take  out  clearance  papers, 
it  is  not  practicable  to  tabulate  the  statistics  concerning  this  home 
commerce. 

Attention  is  respectfully  invited  to  the  accompanying  report  by  Mr. 
A.  Doerflinger,  assistant  engineer,  who  has  studied  the  subject  with 
much  care. 

Very  respectfully,  your  obedient  servant, 

G.  L.  Gillespie, 
Colonel  J  Corps  of  Engineers, 

Brig.  Gen.  W.  P.  Craighill, 

Chief  of  Engineers^  TJ.  S.  A, 


6 


NEW  YORK  HARBOR. 


report  of  mr.  a.  doerflinger,  assistant  engineer. 

Engineer  Office,  United  States  Army, 

Neiv  York,  Decemher  7,  1896. 
Sir:  I  have  the  honor  to  submit  the  followin<;  report  on  ar  examination  of  New 
York  Harbor  made  under  your  instructions,  with  a  view  of  determining  the  feasi- 
bility and  cost  of  providing  a  channel  35  feet  deep,  at  mean  low  water  from  the  Nar- 
rows to  the  sea. 

The  chart  herewith  submitted,  compiled  from  the  original  survey  of  the  lower  bay 
made  by  this  ottice  in  1884,  and  special  surveys  of  the  various  channels  made  as  fol- 
lows, viz,  main  ship  channel  from  Southwest  Spit  north  to  the  head  of  East  Channel 
in  1893;  southerly  end  of  main  ship  channel,  shoal  northwest  of  Sandy  Hook,  and 
Bayside  Channel  in  1895;  and  Gedney  and  Swash  channels  in  1894,  indicates  that  the 
channel  depth  of  30  feet  mean  low  water,  obtained  by  dredging  mainly  between 
September,  1885,  and  October,  1891,  has  been  uniforj«ly  maintained,  and  that  the 
improved  channels  have  undergone  little  or  no  change  since  work  on  them  has  ceased. 

The  only  point  at  which  some  slight  redredging  has  been  found  necessary  to  main- 
tain the  30-foot  depth  over  the  full  channel  width  of  1,000  feet  is  in  the  southerly 
half  of  the  main  ship  channel,  where  some  slight  inflow  of  material  from  the  west 
bank  of  the  channel  had  taken  place,  mainly  between  buoys  Ci  and  C-i.  The  material 
composing  the  flats  on  the  side  of  the  channel  at  thi«  locality  is  a  soft  alluvium 
mixed  with  very  fine  sand,  the  natural  angle  of  the  repose  of  which  is  very  slight, 
and  it  is  owing  to  this  condition,  assisted  by  a  cross  current  during  ebb  tide,  and  by 
the  wash  of  deep-draft  vessels  which  are  obliged  to  hug  the  west  bank  of  the  chan- 
nel at  this  point  in  order  to  make  the  turn  around  Southwest  Spit,  that  a  greater 
percentage  of  material  has  come  into  the  excavated  channel  here  than  at  other  points 
where  the  banks  are  more  stable.  It  is  believed,  however,  that  in  time,  as  the  slopes 
of  the  channel  banks  become  moro  flat,  the  farther  inflow  of  material  from  the 
causes  mentioned  will  become  less,  and  after  the  natural  angle  of  repose  has  been 
reached  will  cease  entirely. 

Through  Bayside  and  Gedney  channels  the  material  of  the  bottom  is  mainly  coarse 
sand  and  gravel,  which,  in  the  westerly  end  of  Gedney  Channel,  is  more  or  less 
cemented  together  by  a  limy  matrix  originating  from  the  decomposition  of  various 
shells  distributed  through  the  mass,  and  these  channels  have  shown  no  tendency  to 
shoaling  since  they  were  excavated.  Judging  from  the  experience  had,  therefore,  in 
deepening  existing  channels  to  their  present  depth  of  30  feet,  mean  low  water,  there 
appears  to  be  no  reason  why  an  additional  depth  of  5  feet  could  not  be  permanently 
maintained  along  the  present  channel  lines  after  lowering  the  channel  bed  to  that 
extent  by  dredging. 

The  question  of  the  practicability  of  deepening  the  Swash  or  East  channels,  prefer- 
ably to  the  main  shiji  channel,  with  the  view  of  jiroviding  a  shorter  and  more  direct 
route  to  the  sea  for  tbe  largest  class  of  vessels,  has  from  time  to  time  been  raised; 
but  while  these  routes  present  the  advantage  of  being  shorter  and  more  direct,  there 
are  certain  natural  conditions  which  make  it  very  questionable  whether  such  chan- 
nels could  be  maintained  if  opened.  The  Swash  Channel  south  of  the  Romer  Beacon 
is  obstructed  by  numerous  shoals  of  a  very  unstable  character,  which  are  constantly 
changing  their  positions.  These  shoals  appear  to  be  due  to  deposits  of  sand  which 
are  carried  into  the  channel  by  the  action  of  waves  that  break  on  the  Romer  Shoal 
during  easterly  gales.  The  least  depth  on  this  shoal,  the  crest  of  which  is  close  to 
the  west  bank  of  the  channel,  is  less  than  3  feet  at  mean  low  water,  and  as  the  ruu 
of  the  sea  during  easterly  winds  is  directly  toward  the  channel  the  sand  plowed  up 
by  the  waves  that  break  on  the  shoal  is  carried  forward  into  the  channel  and  subse- 
quently carried  along  by  the  ebb  current,  which  predominates  over  the  flood,  to  form 
the  sand  deposits  found  in  the  southerly  end  of  the  channel.  The  general  depth  over 
these  shoals  is  about  22  feet  at  mean  low  water,  and,  as  the  causes  to  which  their 
existence  is  due  will  remain  active  in  the  future  as  heretofore,  it  is  probable  that  no 
depth  greatly  in  excess  of  what  is  now  found  over  them  could  be  maintained  with- 
out constant  redredging. 

The  East  Channel  is  both  wider  and  deeper  than  the  Swash  for  a  distance  of  4 
miles  after  branching  off  from  the  main  channel,  and  is  shorter  and  more  direct  than 
either  of  the  other  channels  running  through  the  shoal  area  lying  between  the  east 
side  of  the  main  ship  channel  and  the  deep  water  of  the  sea.  Its  easterly  end  is, 
however,  obstructed  by  a  bar  or  shoal  over  1^  miles  wide,  with  depths  of  only  18  to 
19  feet  over  it  at  low  water.  This  shoal  consists  mainly  of  fine  sand,  and  to  dredge 
a  channel  1,000  feet  wide  and  35  feet  deep  through  it  would  require  the  removal  of 
nearly  as  much  material  as  would  be  required  to  obtain  the  same  channel  dimensions 
through  the  main  ship,  Bayside,  and  Gedney  channels;  and  owing  to  the  character 
of  the  nuitcrial  forming  the  shoal,  the  great  do])th  of  cutting  necessary,  and  conse- 
quent high  banks  of  the  (ixcavated  channel,  it  is  doubtful  whether  a  dredged  channel 
could  be  i)t5rnianently  maintained  through  this  shoal  after  it  was  formed. 

It  appears,  therefore,  that  better  and  surer  results  are  to  be  expected  from  deepen- 


NEW  YORK  HARBOR. 


7 


ing  the  existing  channels,  which  already  have  a  depth  of  30  feet,  although  the  ronrse 
through  these  channels  is  not  so  direct  and  the  distance  to  the  sea  is  much  greater 
than  by  way  of  either  the  Swash  or  East  channel. 

The  total  amount  of  material  to  be  removed  to  deepen  present  channel  to  35  feet, 
mean  low  water,  1,000  feet  wide,  from  the  Narrows  to  the  sea,  allowing  for  side 
slopes  of  1  on  10,  1  foot  overdeptli  for  irregularities  of  dredging,  and  25  per  cent  for 
increase  of  volume  from  place  to  scow  measurement,  is  12,000,000  cubic  yards,  dis- 
tri  buted  as  follows : 

Cubic  yards. 


Main  ship  channel   8,000,000 

Shoal  northwest  of  Sandy  Hook   807,  000 

Bayside  Channel   1,  393,  000 

Gedney  Channel   1,  800,  000 


Total   12,000,000 


For  a  channel  35  feet  deep,  mean  low  water,  and  1,500  feet  wide,  750  feet  on  either 
side  of  the  present  axis  of  main  ship  channel,  and  cut  tlirough  shoal  northwest  of 
Sandy  Hook,  and  500  feet  on  the  north  side  and  1,000  feet  on  tlie  south  side  of  the 
present  axes  of  Bayside  and  Gedney  channels,  is  20,660,000  cubic  yards,  distributed 
as  follows  : 

Cubic  yards. 


Main  ship  channel   13,  503,  000 

Shoal  northwest  of  Sandy  Hook   1,  390,  000 

Bayside  Channel   2,  257,  000 

Gednev  Channel   3,  510,  000 


Total   20,660,000 


For  a  channel  35  feet  deep,  mean  low  water,  and  2,000  feet  wide,  1,000  feet  on  either 
side  of  axes  of  the  main  ship  and  Bayside  channels,  and  500  feet  on  the  north  side 
and  1,500  feet  on  the  south  side  of  present  axis  of  Gedney  Channel,  is  32,550,000  cubic 
yards,  distributed  as  follows : 

Cubic  yards. 


Main  ship  channel   21, 133,  700 

Shoal  northwest  of  Sandy  Hook   1,  936,  700 

Bayside  Channel  '   3,  525,  600 

Gedney  Channel   5,  954,  000 


Total   32,550,000 


The  net  cost  of  removing  material  from  the  various  channels  by  the  United  States 
dredging  steamer  Gedney  from  the  date  of  purchase  of  the  steamer,  December  1, 1892, 
to  September  30,  1896,  is  about  10  cents  per  cubic  yard,  including  expenses  of  every 
kind.    (See  Report  of  the  Chief  of  Engineers  for  i896,  p.  866.) 

To  do  the  above  projected  work  expeditiously  and  economically,  it  would  be 
necessary  to  build  and  operate  at  least  four  additional  dredging  steamers  for  the 
channel  1,000  feet  wide,  live  for  the  channel  1,500  feet  wide,  and  six  for  the  channel 
2,000  feet  wide,  at  an  estimated  cost  of  about  $100,000  each.  With  such  a  plant  the 
channel  1,000  feet  wide  could  be  completed  in  about  five  years,  the  channel  1,500  feet 
wide  in  about  seven  years,  and  the  channel  2,000  feet  wide  in  about  nine  years.  On 
the  above  basis  of  cost  for  operating  expenses  the  estimated  cost  for  executing  the 


work  would  be  as  follows : 

1.  For  a  channel  35  feet  deep,  mean  low  water,  and  1,000  feet  wide: 

Dredging  12,000,000  cubic  yards,  scow  measurement,  at  10  cents  $1,  200,  000 

Construction  of  four  additional  dredges,  at  $100,000   400,000 

Contingencies  of  engineering   140,000 


Total   1,740,000 

2.  For  a  channel  35  feet  deep,  mean  low  water,  and  1,500  feet  wide: 

Dredging  20,660,000  cubic  yards,  scow  measurement,  at  10  cents   2,  066,  000 

Construction  of  five  additional  dredges,  at  $100,000   500,  000 

Contingencies  of  engineering   206,  000 


Total   2,772,000 

3.  For  a  channel  2,000  feet  wide  and  35  feet  deep  at  mean  low  water: 

Dredging  32,550,000  cubic  yards,  scow  measurement,  at  10  cents  per 

cubic  yard   3,  255,  000 

Construction  of  six  additional  dredges,  at  $100,000   600.  000 

Contingencies  of  engineering  ;   325,  000 


Total   4,180,000 


8 


NEW  YORK  HARBOR. 


Should  the  work  be  done  under  contract  the  cost  would  probably  be  about  20  per 
cent  greater  than  that  given  above,  in  which  case  the  estimates  are  as  follows: 

For  a  channel  1,000  feet  wide  and  35  feet  deep,  mean  low  water   $2,  088,  000 

For  a  channel  1,500  feet  wide  and  35  feet  deep,  mean  low  water   3,  326,  400 

For  a  channel  2,000  feet  wide  and  35  feet  deep,  mean  low  water   5,  016,  000 

The  protection  of  the  eastern  and  northern  shores  of  Sandy  Hook  against  wave 
and  current  action  forms  part  of  the  project  for  the  improvement  of  the  main  ship 
channel  through  the  lower  harbor,  adopted  in  1884,  and  should  be  considered  in  con- 
nection with  the  extension  of  this  project  to  provide  a  depth  of  35  feet,  mean  low 
water,  now  under  consideration. 

Since  the  date  of  the  original  survey,  in  1884,  the  high-water  line  at  the  northerly 
end  of  the  Hook  has  practically  remained  unchanged  under  the  protection  of  the 
stone  and  concrete  jetties,  built  in  1883-84,  and  connecting  wall  of  riprap,  completed 
in  September,  1891.  The  Hook  has,  however,  grown  in  a  westerly  direction,  by  the 
accretion  of  sand,  to  a  marked  degree,  the  total  advance  westward  being  over  1,300 
feet,  or  at  the  rate  of  about  100  feet  per  annum.  The  advance  of  the  spit  has  been 
directly  across  the  deep  channel  which  skirted  the  west  side  of  the  Hook  at  the  date 
of  the  earlier  survey,  and  which  had  depths  of  40  feet  and  over  in  it  where  the  sand 
is  now  above  high  water.  The  average  width  of  this  spit  is  about  400  feet,  and  it  is 
probable  that  it  will  continue  to  grow  to  the  westward,  and  may  ultimately  encroach 
upon  the  main  channel  to  an  injurious  extent,  or  crowd  that  channel  farther  toward 
the  north,  unless  measures  are  taken  to  arrest  the  supply  of  sand,  moved  along  the 
beach  by  wave  action  from  the  eastward  and  southward,  and  to  which  the  existence 
of  the  spit  is  due. 

Such  a  result  could  probably  be  effected  by  gradually  extending  one  or  more  of 
the  existing  jetties  northward  for  some  distance  beyond  the  low- water  line.  As  the 
jetty  is  extended  its  crest  should  be  raised  to  above  high-water  level,  so  that  the 
sand  lodging  against  it  will  not  be  carried  over  and  bej'ond  it  by  wave  action.  By 
extending  the  most  westerly  of  the  existing  jetties  first,  and  following  with  others 
farther  eastward  and  southward  as  the  sand  accumulates  against  them,  a  growth  of 
the  Hook  to  the  northward  and  eastward  could  probably  be  induced,  which  would 
not  interfere  with  any  of  the  navigable  channels.  The  extension  of  the  jetties  could 
be  elfected  at  a  comparatively  slight  cost,  as  they  could  easily  be  built  of  rubble- 
8tone  of  sufficient  size,  using  the  existing  jetty  as  a  base  upon  which  to  locate  a  track 
or  trestle  for  the  conveyance  of  the  stone  to  the  outer  end  and  beyond  it;  and  the 
cost  of  this  work  would  probably  fully  be  covered  by  the  item  of  contingencies  in 
the  foregoing  estimate. 

I  am,  very  respectfully,  your  obedient  servant, 

A.  DOERFLINGER, 

Assistant  Engineer, 

Col.  G.  S.  Gillespie, 

Corps  of  Engineers,  U.  S.  A. 


letter  of  the  north  german  lloyd  steamship  company. 

North  German  Lloyd  Steamship  Company, 

Oelrichs  &  Co.,  Agents, 
Neiv  York,  September  25,  1896. 

Dear  Sir:  We  beg  leave  to  acknowledge  receipt  of  your  valued  favor  of  the  24th 
instant,  rec] nesting  us  to  inform  you  why  the  proposed  increase  in  the  depth  of  the 
main  ship  channel  from  the  Narrows  to  the  sea  to  35  feet  at  mean  low  water  is  justi- 
fied in  the  interest  of  commerce. 

In  reply  we  beg  leave  to  state  that  the  increase  in  the  size  of  ocean  steamers  is 
such  as  to  render  an  increase  in  the  depth  as  stated,  in  our  opinion,  necessary,  in 
order  that  commerce  and  navigation  out  of  this  port  shall  not  be  interrupted,  but 
every  accommodation  be  afforded  to  traffic. 

In  former  years  steamers  of  3,000  or  4,000  tons  were  considered  large,  but  the  size 
of  steamers,  as  you  are  aware,  has  gradually  increased,  and  with  the  increase  tlie 
channels  of  this  harbor  have  been  deepened  and  this  work  carried  out  under  your 
wise  supervision,  until  the  present  depth  of  30  feet  at  mean  low  water  has  been 
reached. 

Transportation  has  been  cheapened  on  the  water  as  well  as  on  the  land,  and  by  the 
extraordinary  reduction  in  freight  charges  in  the  last  ten  or  fifteen  years  the  steam- 
ship companies  liave  been  forced  to  enlarge  their  carriers,  in  the  same  way  that  the 
railroads  have  been  obliged  to  meet  cheap  freight  rates  by  the  enlargement  of  the 
size  of  the  locomotives  and  the  lengthening  of  trains  and  the  increase  in  the  number 
of  cars  hauled.  The  result  has  been  that  steamships  of  10,000  tons  or  more  are  very 
frequent,  and  the  depth  of  water  required  to  float  these  steamers  of  course  greater. 


NEW  YORK  HARBOR. 


9 


Through  the  fact  that  steamship  companies  can  offer  to  shii)pers  steamships  of  this 
large  size,  able  to  carry  freight  at  low  rates,  the  expeuse  of  shipping  our  products  to 
Europe  and  other  countries  has  unquestionably  been  very  much  lowered,  and  to  a 
very  large  extent  commerce  benefited.  The  improvement  we  advocate  is  therelore, 
we  believe,  one  that  should  be  indorsed  and  demanded  by  tlie  entire  country. 

Where  we  now  have  30  feet  at  mean  low  water  we  have  frequently  at  spring  low 
tides,  or  when  a  strong  offshore  wind  is  blowing,  an  actual  depth  of  2  or  even  3  feet 
less.  We  are  sure  that  the  tidal  observations  that  are  made  by  your  department 
will  confirm  the  fact  of  such  a  fall  of  the  tide  below  mean  low  water,  in  fact  in  some 
cases  to  nearly  4  feet  below  mean  low  water.  As  a  number  of  the  steamers  of  our 
line  now  draw  over  29  feet  of  water,  and  as  we  are  now  building  six  large  ocean 
steamers  of  10,000  or  12,000  tons,  four  of  which  are  large  freight  carriers  and  will 
draw  probably  nearly  30  feet  of  water,  we  believe  that  the  depth  of  35  feet  is  neces- 
sary under  present  conditions,  for  in  view  of  the  fact  that  the  stage  of  the  water 
frequently  falls  2  or  3  feet  below  mean  low-water  mark,  and,  further,  in  view  of  the 
fact  that  a  depth  of  2  feet  below  the  keels  of  our  steauiers  is  needed  to  insure  safety, 
we  believe  that  a  proper  consideration  for  the  growth  of  commerce  in  this  port 
requires  a  deepening  of  the  channel  to  the  figure  that  we  have  indicated. 

We  further  desire  to  draw  your  attention  to  the  fact  that  in  the  interest  of  the 
comfort  of  passengers  the  hour  of  departure  of  nearly  all  steamship  lines,  thanks  to 
the  great  improvement  already  introduced  in  the  harbor,  has  been  fixed  at  a  certain 
hour  at  which  steamers  are  now  able  to  leave,  instead  of  sailing  on  the  tide  at  vary- 
ing hours,  early  in  the  morning  or  late  in  the  afternoon,  according  to  circumstances. 
Unfortunately  several  of  our  steamers  of  deep  draft  have  been  obliged  to  anchor 
and  await  a  high  tide  when  they  have  left  at  a  time  when  an  offshore  wind  was 
blowing  or  at  the  season  of  spring  low  tides,  and  with  the  advent  of  two  express 
steamers  of  exceptional  size  and  great  draft  of  water  we  believe  that  a  greater 
depth  of  water  than  at  present  will  be  required  to  enable  a  certain  fixed  hour  of 
departure  to  be  adhered  to. 

We  beg  leave  to  draw  your  atteution  to  the  fact  that  the  dock  department  of  this 
city  has  of  recent  years  found  it  necessary  where  formerly  a  depth  of  water  of  30  feet 
at  the  pier  sufficed  to  increase  that  depth  to  35  feet  in  the  slips  in  order  to  prevent 
accidents  to  vessels  of  modern  size  and  depth  through  their  grounding  on  obstruc- 
tions in  less  depth  of  water,  and  that  in  the  construction  of  new  piers  and  sli])s  this 
requirement  of  35  feet  of  water  is  now  uniformly  observed  by  the  dock  department. 
We  are,  dear  sir,  yours,  very  truly, 

Oelrichs  &  Co. 

Col.  G.  L.  Gillespie, 

Corjjs  of  Engineers,  U.  S.  A, 


9 

letter  of  the  white  star  line. 

White  Star  Line, 

Xeiv  York,  September  25,  1896. 
Sir:  I  have  to  acknowledge  with  thanks  the  receipt  of  your  favor  of  the  24th 
instant,  advising  me  that  the  last  river  and  harbor  act  makes  provision  for  a  survey 
of  the  lower  bay.  New  York  Harbor,  with  tbe  view  of  preparing  estimate  of  cost  of 
increasing  the  depth  in  the  main  ship  channel  from  the  Narrows  to  the  sea  to  35  feet 
at  mean  low  water. 

I  have  merely  to  say  in  reply  thereto  that  the  proposed  improvements  would  be  of 
the  greatest  assistance  to  all  vessels  coming  in  and  out  of  the  port,  and  more  espe- 
cially the  deep  draft  ships  of  large  tonnage  which  are  now  being  constructed  by 
various  nations,  and  having  a  draft  of  from  29  feet  to  30  feet  loaded. 

It  very  frequently  happens,  especially  with  our  large  cargo  steamers,  that  they 
are  unable  to  proceed  to  sea  for  several  hours  owing  to  the  shoalness  of  the  water, 
and  it  is  quite  possible  that  a  delay  of  this  sort  may  mean  a  detention  of  many  hours, 
as  recently  happened  in  the  case  of  one  of  our  vessels,  which,  while  waitiug  lor  water, 
became  fog  bound  and  was  detained  nearly  twenty- four  hours  before  being  able  to 
proceed  to  sea. 

Dredging  to  the  depth  mentioned  in  your  letter  would  also  enable  them  to  enter  the 
port  or  proceed  to  sea  after  dark,  which  at  the  present  moment  is  a  very  perilous 
undertaking. 

I  have  the  honor  to  be,  sir,  yours  faithfully, 

H.  Mattland  Kersey. 

Col.  G.  L.  Gillespie, 

Corps  of  Engineers,  U.  S.  A, 


10 


NEW  YORK  HARBOR. 


letter  of  the  cunard  steamship  company  (limited). 

The  Cunard  Steamship  Company  (Limited), 

Vernon  H.  Brown  &  Co.,  Agents, 

New  York,  September  28,  1896. 
Sir  :  I  am  in  receipt  of  your  favor  of  the  24tli  instant  informing  me  that  the  last  river 
and  harbor  act  makes  provision  for  a  survey  of  the  lower  bay,  New  York  Harbor, 
with  the  view  of  preparing  estimate  of  cost  of  increasing  the  depth  in  the  main  ship 
channel  from  the  Narrows  to  the  sea  to  35  feet  at  mean  low  water,  and  inviting  an 
expression  of  opinion  on  my  part  why  the  proposed  improvement  is  justified  in  the 
interest  of  commerce. 
In  reply  I  beg  to  call  attention  to  the  following  facts: 

While  the  channel  has  been  improved  to  give  30  feet  depth  at  mean  low  water 
between  the  Narrows  and  the  sea,  it  must  be  borne  in  mind  that  this  is  not  the 
lowest  plane  which  the  water  reaches,  as  with  o^trong  westerly  winds  occurring  at 
low- water  periods  this  depth  may  be  reduced  from  2  to  3  feet. 

The  channel  is  rather  narrow,  and  there  are  various  shoal  spots  just  outside,  but 
in  close  proximity  thereto,  which  are  a  source  of  danger  when,  as  not  infrequently 
happens,  the  buoys  from  any  cause  get  out  of  position. 

Many  of  the  large  steamers  employed  in  the  trade  between  Europe  and  New  York 
draw  when  loaded  about  30  feet,  and  could  be  safely  loaded  deeper  were  there  suf- 
ficient water  to  enable  them  to  get  to  sea. 

With  the  demand  for  cheap  transportation  and  the  great  reduction  in  rates  of 
freight  which  has  been  the  result,  the  steamship  companies  have  been  compelled  to 
put  into  the  trade  an  entirely  different  type  of  vessel,  and  ships  of  10  to  10,000  tons 
have  supplanted  the  old  ones,  ranging  in  size  from  2,500  to  5,000  tons. 

The  draft  of  water  has  naturally  increased  proportionately  to  the  size  and  greater 
capacity  of  these  leviathans. 

It  must  therefore  be  apparent  that  there  is  not  a  sufficient  margin  of  safety  between 
the  present  depth  of  water  in  any  part  of  the  channel  and  the  draft  of  the  larger 
class  of  steamers,  and  that  to  insure  the  minimum  risk  they  must  time  their  depar- 
ture so  as  to  reach  the  bar  at  the  top  of  high  water,  Avhich  necessitates  starting 
shortly  after  half  tide  and  x>revents  their  availing  of  the  extreme  draft  of  water  in 
going  down  the  bay. 

It  is  a  great  hardship  and  causes  serious  loss  of  time  to  be  compelled  to  appoint 
sailings  to  suit  the  tides.  It  is  very  desirable,  particularly  for  passenger  ships,  to 
sail  at  a  fixed  hour,  which  would  be  thoroughly  practicable  with  a  mean  depth  of  35 
feet  at  low  water  from  the  Narrows  to  the  sea. 

In  this  connection  I  would  state  that  the  steamer  Lucania,  drawing  29  feet,  is 
appointed  to  sail  hence  on  the  19th  of  December.  It  will  be  high  water  at  the  bar 
at  6.36  a.  m.  or  7.08  p.  m.  The  sun  rises  at  7.20  a.  m.  and  sets  at  4.35  p.  m.  In  order, 
therefore,  to  enable  this  ship  to  cross  the  bar  at  high  water  she  must  leave  her  dock 
at  least  two  hours  before  daylight  or  cross  the  bar  about  two  hours  after  sunset. 
Coupled  with  this  is  to  be  considered  the  danger  of  short  tides  from  heavy  westerly 
winds  at  that  season  of  tho  year.  Similar  conditions  also  occur  on  the  following 
dates,  viz : 


Date. 

High  water 
at  the  bar. 

Time  of  leaving  wharf. 

7.02  a.m  .. 
5.18  a. m  .. 
5.48  p.m  .. 
5.13  a.  m  . . 
5.32  p.m  .. 
7.38  a.m  .. 
8.10  p.m  .. 
7.31  a.m  .. 
8.06  p.m  .. 
6.36  am.. 
7.08  p.m.. 

1  hour  and  17  minutes  before  sunrise. 

3  hours  and  30  minutes  before  sunrise. 

1  hour  before  sunset. 

3  hours  and  30  minutes  before  sunrise. 

1  hour  before  sunset. 

1  hour  and  20  minutes  before  sunrise. 

1  hour  and  30  minutes  after  sunset. 

I  hour  and  30  minutes  before  sunrise. 

1  hour  and  30  minutes  after  sunset. 

2  hours  and  40  minutes  before  sunrise. 
30  minutes  after  sunset. 

Do  

Do  

Do  

Do  

Do  

The  above  statement  shows  that  between  October  21  and  December  19  there  are  six 
days  when  it  will  be  impossible  for  heavy-draft  ships  to  cross  the  bar  at  high  water 
unless  they  leave  their  docks  from  thirty  minutes  to  three  hours  and  thirty  minutes 
after  sunset  or  before  sunrise,  thereby  incurring  the  danger  of  navigating  down  the 
bay  as  well  as  having  to  cross  the  bar  without  daylight. 

The  valdc  of  the  largest  class  of  passenger  steamers  employed  in  this  trade  may  be 
roughly  estimated  at  $2,500,000  eacli,  to  say  nothing  of  the  value  of  cargo  and  passen- 
uers'  baggage  at  risk,  and  the  annoyance  and  discomfort  to  hundreds  of  passengers 
N\  ho  are  forced  to  submit  to  several  hours'  detention,  all  of  which  could  be  easily 


NEW  YORK  HARBOR. 


11 


avoided  by  giving  the  channels  a  reasonable  and  safe  dei)th  of  Avnter,  which  is 
entirely  practicable,  and  could  be  done  ixt  a  very  moderate  cost.    The  vast  and  im- 
portant commercial  interests  of  the  city  of  New  York  certainly  warrant  its  demanding 
that  this  work  should  be  promptly  commenced  and  x>ushed  to  completion. 
Yours,  truly, 

Vernon  H.  Brown. 

Col.  G.  L.  Gillespie, 

Engineer  Office,  U.  S.  Army. 


letter  of  the  hamburg-american  line. 

Hamburg-American  Line, 

Neiv  York,  October  6,  1896. 
Dear  Sir:  We  are  in  receipt  of  your  valued  favor  of  September  24  regarding 
proposed  increase  in  the  depth  of  the  main  sliip  channel  to  35  feet  at  mean  low 
water. 

In  our  opinion,  and  in  that  of  our  captains,  we  consider  an  increase  of  the  depth,  35 
feet,  a  matter  of  great  importance  to  the  port  of  New  York,  and  trust  that  the  work 
will  be  accomplished. 

As  you  undoubtedly  know,  our  company  are  now  building  two  large  steamers  for 
the  New  York  trade,  one  of  which,  the  Pennsylvama,  of  20,000  tons  displacement,  is 
expected  here  next  March.  These  steamers,  when  loaded,  will  certainly  draw  30  feet. 
Besides  the  above  two  steamers,  we  have  now  in  our  ileetfive  large  ones  which  draw 
from  27  to  29  feet. 

With  steamers  of  this  size  we  believe  that  35  feet  is  necessary,  as  the  water  often 
falls  2  or  3  feet  below  the  low- water  mark,  and  a  depth  of  2  feet  below  the  steamer's 
keel  is  needed  for  safety  and  steerageway. 

Another  important  matter  we  rcvspectfully  beg  to  call  your  attention  to  is  the  fix- 
ing of  sailing  hours  of  our  express  steamers.  It  frequently  occurs  that  these  steam- 
ers are  obliged  to  anchor  and  await  high  tide  in  order  to  cross  the  bar  when  an 
offshore  wind  is  blowing  or  at  spring  low  tide. 

By  having  a  greater  depth  of  water  than  at  present  fixed  hours  of  sailing  could 
be  maintained,  and  be  a  comfort  to  passengers. 

We  beg  to  call  your  attention  to  the  following  extract  from  Captain  Barends's 
report  to  us  on  his  last  voyage  to  this  port : 

*'Ne\v  York,  September  S5. 
''The  Normannia,  which  came  up  to-day  at  nearly  high  water,  was  several  times 
compelled  to  run  at  greatly  reduced  speed  in  tho  channels  in  consequence  of  not 
having  enough  steerage  way,  and  was  obliged  to  steer  with  the  help  of  her  engines. 
In  my  opinion,  I  believe  it  necessary  to  deepen  the  channels,  as  they  evidently  have 
been  gradually  filling  up. 

''Yours,  very  respectfully,  "Hamburg-American  Line, 

"F.  G.  Messmer, 

"Col.  G.  L.  Gillespie,  <'  General  Freight  Manager. 

"  Corps  of  Engineers,  U.  S.  A." 


letter  of  the  international  navigation  company. 

International  Navigation  Company, 

New  York,  October  7,  1896. 

Sir:  I  am  in  receipt  of  your  letter  of  the  24th  of  September,  asking  us  to  inform 
your  office  in  as  much  detail  as  we  choose  why  the  cost  of  increasing  the  depth  of 
water  in  the  main  ship  channel  from  the  Narrows  to  the  sea  to  35  leet  at  mean  low 
water  is  justified  in  the  interest  of  couunerce, 

I  respectfully  submit  that  the  entrance  to  New  York  Harbor  should  be  of  such  a 
character  as  to  enable  every  class  of  vessel  frequenting  this  port  to  go  in  and  out  ol'  the 
port  at  any  time  of  tide.  I  do  not  think  this  proposition  requires  any  justilication, 
nor  do  I  think  that  it  would  be  practicable  to  state  the  maximum  sum  which  it  would 
be  very  well  woi  th  while  to  spend  to  attain  this  reasonable  condition.  Certainly, 
the  expenditure  of  many  millions  of  dollars  should  not  be  considered  excessive  w^hen 
it  is  offset  by  the  magnitude  of  the  steamship  interests  which  are  afiected. 

At  the  present  time  there  is  hardly  a  month  that  passes  when  some  one  or  another 
of  the  great  ocean  passenger  and  freight  carriers  does  not  report  touching  the  ground 
at  some  point  between  the  Narrows  and  the  sea,  and  these  reports  by  no  means  come 


12 


NEW  YORK  HARBOR. 


from  ships  which  attempt  to  pass  up  and  down  at  dead  low  water.  It  is  also  quite 
frequently-necessary  for  the  largest  vessels  to  wait  some  hours  f^r  sufficient  water 
to  enable  them  to  cross  the  bar.  Several  of  this  company's  steamships  have  recently 
had  to  anchor  and  wait  from  two  to  five  hours  for  sufficient  water. 

At  the  bar,  with  a  moderate  easterly  swell,  there  would  be  from  3  to  5  feet  rise 
and  fall  of  the  ends  of  a  loaded  ship  proceeding  out  to  sea.  This  means  that  they 
would  require  18  inches  to  3  feet  more  water  than  would  be  sufficient  to  float  them 
if  the  water  were  smooth. 

The  large  steamers  in  the  North  Atlantic  trade  at  the  present  time  load  to  a  maxi- 
mum draft  of  from  28  to  30^  feet.  Many  of  these  vessels  would  stop  altogether  at 
an  ordinary  mean  low  water  and  would  strike  the  ground  heavily  at  two  hours'  flood. 
In  the  winter  mouths,  and  during  the  summer  months,  with  strong  northwest  winds, 
the  tide  falls  2  and  even  3  feet  below  mean  low  water,  and  we  have  records  taken 
during  the  last  five  years  of  one  tide  that  was  4  feet  below  mean  low  water,  and 
sometimes  the  high  water  rises  only  1  or  2  feet  above  a  mean  low  water.  This  means 
that  there  are  conditions  that  are  not  infrequent  to  a  modern  deep-draft  ship,  when 
a  35-foot  channel  would  give  no  water  to  spare. 

Yours,  respectfully,  C.  A.  Griscom,  Jr.,  Manager. 

Col.  G.  L.  Gillespie, 

Corps  of  Engineers,  U.  S.  A. 


letter  of  chamber  of  commerce  of  the  state  of  new  york. 

Chamber  of  Commerce  of  the  State  of  New  York, 

Neio  York,  October  15,  1896. 
Sir:  Yours  of  the  24th  September  to  the  secretary  of  the  Chamber  of  Commerce 
has  been  referred  to  me  as  chairman  of  the  committee  on  harbor  and  shipping  for 
reply.  I  am  aware  that  you  have  also  very  properly  applied  to  the  agents  of  the 
most  important  shipping  lines  for  their  reasons  for  wishing  this  increase  in  the  depth 
of  the  ship  channel  into  New  York  Harbor,  and  I  have  been  favored  with  a  copy  of 
their  communications  in  reply.  They  so  fully  set  forth  these  reasons  that  I  frankly 
admit  there  are  no  additional  ones  in  existence  now,  in  my  opinion,  needed  to  show 
the  great  value  the  increase  would  have  to  the  shipping  interest  and  to  the  whole 
United  States. 

The  magnificent  ships  which  have  lately  been  placed  in  this  service  caii  not  pos- 
sibly be  maintained  unless  every  facility  for  saving  is  availed  of.  Their  enormous 
expenses,  by  which  alone  ther  marvelous  trips  they  make  can  be  eftected,  render 
every  delay,  if  even  a  single  hour,  an  item  to  be  considered  and  one  necessary  to 
avoid.  The  margin  of  profit  on  their  use  when  their  great  cost  is  taken  into  account 
is  so  small  that  every  obstacle,  seemingly  slight  to  us,  goes  far  to  discourage  the 
creation  of  that  class  of  vessels,  while  the  inestimable  comfort  and  speed  in  making 
the  crossing  is  a  source  of  pleasure  and  profit  to  the  entire  citizens  of  the  United 
States. 

I  cheerfully  confirm  all  the  statements  and  arguments  advanced  by  the  agents  of 
the  great  lines. 

The  chamber  cordially  approved  of  the  request,  and  was  instrumental  in  obtaining 
the  order  for  a  survey,  under  which  you  are  now  acting. 
Very  respectfully, 

A.  Foster  Higgins, 
Chairman  Commitiee  on  Harbor  and  Shipping. 

Col.  G.  L.  Gillespie, 

Engineer  Office,  U.  S.  Army. 


letter  of  the  board  of  commissioners  of  pilots. 

Office  of  the  Board  of  Commissioners  of  Pilots, 

Xetv  York,  September  29, 1896. 

Sir:  Your  letter  of  the  24th  instant,  calling  for  views  of  this  board  on  the  question 
of  deepening  the  channels  of  this  port  to  35  feet  at  low  water,  was  duly  received, 
and  was  before  the  meeting  held  this  day. 

As  New  York  desires  to  remain  a  first-class  seaport  it  would  seem  to  be  unneces- 
sary to  argue  the  proposition  that  she  should  have  channels  sufficiently  deep  for 
safe  navigation  by  the  largest  vessels  which  are  likely  to  be  constructed. 

There  is  probably  a  limit  to  the  size  which  seagoing  vessels  may  attain,  controlled 
by  the  consideration  of  safety  of  construction  and  profitable  use,  bat  it  is  evident  that 


NEW  YORK  HARBOK. 


13 


it  has  not  yet  been  reached;  and  as  experience  has  shown  that  the  hir^e  steam  ves- 
sels, when  fully  utilized,  are  the  most  i)rolitable,  there  is  strong-  likelihooil  that  each 
new  vessel  built  for  use  in  the  port  of  New  York  will  be  larger  than  its  predecessors 
until  the  limit  is  reached. 

Vessels  drawing  28  and  29  feet  are  now  so  common  in  the  navigation  of  this  port 
that  they  attract  no  attention.  Deeper  drafts  are  not  inirequent,  and  lately  (ISei)- 
tember  12)  a  vessel  left  this  port  drawing  30  feet  6  inches. 

The  pilots  ditfer  as  to  the  amount  these  deep-draft  vessels  will  send  in  a  heavy  sea 
on  the  bar,  but  a  fair  average  of  their  ojduions  would  be  3  feet. 

It  is  evident  that  a  vessel  drawing  30  feet  or  more  could  not  cross  the  bar  safely 
at  or  near  low  tide  with  a  heavy  sea  on  at  the  present  depth. 

The  heavy  sea  is  often  there,  and  the  deep-draft  vessels  are  demandiiEg  safe  admis- 
sion to  the  port. 

Loss  of  water  on  the  bar  caused  by  westerly  gales  must  also  be  taken  into  consid- 
eration.   This  often  amounts  to  3  or  4  feet. 

If,  therefore,  deep  vessels  are  to  enter  and  leave  the  port  of  New^  York  Avithout 
being  obliged  to  wait  for  rise  of  tide,  it  is  evident  that  the  proposed  depth  of  35 
feet  is  not  too  much  to  provide  for  present  requirements.  We  can  not  tell  what  the 
future  has  in  store. 

By  order  of  the  Board. 

Very  respectfully  and  truly,  yours, 

D.  A.  Nash,  Secretary, 

Col.  G.  L.  Gillespie,  U.  S.  A. 


Liai  of  transatlantic  steamships  plying  between  New  YorTc  City  and  foreign  ports  having 
a  maximum  draft  of  over  26  feet,  giving  tonnage,  dimensions,  and  drafts  (incoming  and 
outgoing)  for  the  year  1896.  {Supplementary  to  list  published  in  Annual  Report  of  the 
Chief  of  Engineers,  1890,  pp.  7 42-7 47 .) 

[The  authority  for  date  of  construction  and  dimensions  of  steamships  is  Lloyds  Register  for  1896. 
All  drafts  taken  from  records  at  "New  York  pilot  commissioners'  office.] 

COMPAGNIE  Gl^XfiRALE  TRANSATLANTIQUE. 


Name  of  vessel. 


La  Xormandie . 
Li  Gascogne... 
L '  Champagne 
L  I  I'.ourgogne  . 
L  I  Bretagne ... 
La  Touraine . . . 


When 
built. 


1882 
1885 
1885 
1885 


Tonnage. 


Net. 


Tona. 
3,  254 
3,  766 
3,  413 
3,  786 
3,  396 
2,881 


Gross. 


Tons. 
6,217 
6.  800 
6.  800 
6,  800 
6,  920 
8,  893 


Draft. 

Depth 
of 

Outgoing. 

"be 

rs 

aS 

hold. 

Incom- 

s 

9 

Aver- 

Maxi- 

ing. 

age. 

mum. 

Ft.  in. 

Ft.  in. 

Ft.  in. 

Ft.  in. 

Ft.  in. 

Ft.  in. 

459  3 

49  2 

37  4 

26  5 

27  0 

25  0 

424  4 

52  2 

34  4 

27  6 

28  0 

26  3 

493  4 

51  8 

33  8 

26  0 

26  0 

24  3 

494  4 

52  2 

34  4 

26  7 

27  0 

26  0 

495  4 

51  8 

33  5 

25  6 

25  6 

25  1 

520  2 

56  0 

34  6 

26  1 

26  5 

24  3 

WHITE  STAR  LINE. 


1874 

3,152 

5,  004 

455 

0 

45 

2 

33 

7 

26 

0 

26 

7 

23 

2 

1874 

3, 150 

5,  008 

455 

0 

45 

2 

33 

7 

25 

11 

26 

3 

23 

0 

Cufic  

1888 

3,  055 

4,  639 

430 

7 

45 

2 

30 

0 

27 

10 

27 

10 
9 

1889 

4,  245 

9,  500 

582 

0 

57 

6 

39 

0 

26 

4 

26 

24 

0 

1889 

4,340 

9,  500 

582 

0 

57 

6 

39 

0 

26 

5 

20 

10 

24 

2 

1891 

3,  665 

5,  728 

461 

0 

49 

1 

30 

9 

27 

1 

27 

4 

1891 

3,  678 

5,749 

460 

8 

49 

1 

31 

0 

27 

3 

27 

8 

19 

11 

1892 

4,  230 

6,  583 

470 

0 

53 

1 

31 

6 

26 

27 

3 

22 

7 

1894 

5,  403 

8,  301 

500 

0 

60 

0 

38 

0 

27 

'\ 

28 

8 

20 

10 

1895 

6,570 

10,  077 

558 

7 

60 

3 

36 

0 

28 

4 

29 

3 

22 

4 

CUNARD  LIXE. 


1881 

3,  971 

7,  392 

515 

0 

52 

1 

37 

0 

26 

11 
6 

26 

11 

1883 

4,  030 

7,  269 

470 

0 

57 

2 

37 

2 

27 

27 

10 

23 

6 

1884 

3,  391 

7,  790 

501 

6 

57 

2 

38 

2 

28 

2 

28 

7 

25 

4 

1884 

3,  401 

7.798 

501 

6 

57 

2 

38 

2 

28 

0 

28 

5 

25 

2 

1893 

4,  975 

12, 952 

601 

0 

65 

2 

37 

8 

28 

10 

29 

2 

26 

8 

1893 

4,  974 

12,  950 

601 

0 

65 

2 

37 

8 

28 

10 

29 

0 

27 

4 

H.  Doc.  48  61 


14  NEW  YORK  HARBOR. 


List  of  transatlantic  steamships  plying  betiveen  New  York  City  and  foreign  ports  having 
a  maximum  draft  of  over  26  feet,  etc. — Continued. 

NOEDDEUTSCHER  LLOYD. 


Ton  D  age. 

Draft. 

Name  of  vessel. 

Wheu 
built. 

Net. 

Gross. 

ength. 

readth. 

Depth 

of 
hold. 

Outg 
Aver- 

oiiig. 
Maxi- 

Incom- 
ing. 

(-1 

M 

age. 

mum. 

Tons. 

Tons. 

Ft.  in. 

Ft.  in. 

Ft.  in. 

Ft.  in. 

Ft.  in. 

Ft.  in 

1882 

2,  856 

5, 109 

433 

1 

45 

9 

35 

8 

25 

4 

25  6 

23 

0 

Aller  

18.^5 

2,  779 

5,  381 

438 

0 

48 

1 

34 

6 

26 

0 

26  4 

188G 

2,  779 

5,  381 

439 

6 

48 

5 

34 

8 

25 

8 

26  0 

22 

9 

188G 

2,  779 

5,381 

438 

0 

48 

1 

34 

6 

25 

10 

26  3 

22 

6 

Lahn  

1887 

2,879 

5,  061 

418 

4 

41) 

0 

34 

9 

26 

4 

26  8 

23  10 

Kaiser  Wilhelm  II  

1889 

3,518 

6,  661 

449 

6 

51 

0 

35 

6 

27 

1 

27  11 

23 

7 

1890 

3, 171 

6,  963 

463 

0 

51 

8 

34 

1 

27 

10 

28  0 

23 

8 

Havel  

1890 

3, 144 

6,  875 

463 

0 

51 

9 

34 

2 

27 

7 

27  10 

23 

8 

HAMBURG-AMEKICAN  PACKET  COMPANY. 


Augusta  Victoria  

J  889 

2.  614 

7,  148 

459 

3 

55 

7 

33 

8 

28 

0 

28 

5 

22  5 

1881) 

2,  r,i() 

4,  243 

370 

7 

44 

3 

26 

5 

26 

2 

26 

2 

22  7 

1889 

3,737 

7,578 

463 

5 

55 

6 

35 

5 

27 

0 

27 

4 

24  6 

Furst  Bismarck  

18!)0 

3,  226 

8,  430 

502 

6 

57 

6 

38 

0 

27 

5 

28 

3 

24  5 

1890 

3,  750 

8,250 

502 

0 

57 

6 

34 

0 

28 

6 

29 

0 

24  10 

1894 

4,  337 

6,  761 

460 

0 

52 

0 

31 

6 

28 

0 

2S) 

3 

23  2 

1894 

3.  687 

5,  796 

445 

5 

50 

2 

29 

8 

27 

5 

28 

23  4 

Prussia  

1894 

3,  876 

5,795 

445 

4 

50 

2 

29 

9 

27 

5 

28 

6 

Palatia  

1894 

4,271 

6,  687 

460 

0 

52 

0 

31 

6 

29 

0 

30 

6 

23  3 

Patria  

1894 

4,2^'-) 

6,  664 

460'- 

0 

52 

0 

31 

6 

28 

8 

29 

3 

24  2 

AMERICAN  LINE— RED  STAR  LINE. 


1883 

3,  691 

5,736 

440 

0 

47 

2 

35 

3 

27  0 

27  3 

22  6 

1883 

3,  346 

5,  212 

400 

0 

47 

0 

35 

4 

27  0 

27  7 

22  8 

1888 

5.  930 

10,  499 

527 

6 

63 

2 

39 

2 

27  0 

27  10 

23  8 

Paris  

188:» 

5,  581 

10, 499 

527 

6 

63 

2 

22 

0 

27  0 

27  7 

23  10 

Friesland  

18S9 

4,  560 

7,  116 

437 

0 

51 

2 

35 

0 

27  1 

28  5 

22  7 

1893 

5,  642 

8,  607 

480 

0 

57 

2 

37 

1 

28  10 

29  10 

21  7 

Kensington  

18'.)4 

5,  645 

8,  6(19 

480 

0 

57 

2 

37 

0 

28  9 

30  0 

21  2 

1895 

5,  891 

11,629 

535 

5 

63 

0 

26 

8 

27  6 

28  2 

25  6 

St.  Paul  

1895 

5,  874 

11,  629 

535 

5 

63 

0 

26 

8 

27  5 

28  0 

25  5 

WILSON  LINE. 


1884 

2,  439 

3,  709 

370 

0 

43 

1 

28  4 

27  4 

28 

0 

20 

1 

Butialo  

1885 

2,  895 

4,427 

385 

0 

45 

3 

27  8 

26  11 

27 

2 

21 

5 

1887 

2,  787 

4,  220 

370 

0 

44 

7 

28  4 

26  8 

27 

20 

6 

1891 

2,  971 

4,604 

370 

2 

46 

6 

27  6 

27  0 

27 

8 

20 

6 

Idaho   

1896 

3,  614 

5,  532 

450 

0 

49 

1 

30  9 

27  5 

28 

0 

20 

8 

ANCHOR  LINE. 


1880 
1881 

3,  613 
3,  453 

5,495 
8, 144 

445  1 

560  2 

44  8 
52  3 

34  5 
37  0 

26  9 

27  10 

27  6 

28  3 

25  5 
25  0 

A^ 

CLANTIC  TRANSPORT  LINE. 

Mississippi  

Massacliiisetts  . 

Manit(»l)a  

Moliiiwk  

Mobile  


1890 

2,  388 

3,732 

370  8 

44  2 

1892 

3,654 

5,  673 

445  5 

49  2 

1892 

3,  653 

5,  672 

445  5 

49  2 

1892 

3,  640 

5.  658 

445  0 

49  2 

1893 

3,  725 

5,  780 

445  0 

49  2 

26  d 

30  0 

30  0 

30  0 

30  0 


26  0 
26  11 

26  10 

27  0 
26  9 


26  0 

27  6 
27  0 
27  8 
27  0 


24  3 
21  6 
20  4 


NEW  YORK  HARBOR. 


15 


List  of  transatlantic  steamships  plying  between  New  York  City  and  foreign  ports  having 
a  maximum  draft  of  over  20  feet,  etc. — Continued. 


NATIONAL  LINE. 


Name  of  vessel. 

When 
built. 

Tonnage. 

Length. 

Breadth. 

Depth 

of 
hold. 

Draft. 

Net. 

Gross. 

Outg 

Aver- 
age. 

oing. 

Maxi- 
mum. 

Incom- 
ing. 

1871 
1891 
1891 

Tons. 
2,794 
3, 400 
3,  340 

Tons. 

4,  512 

5,  302 
5, 158 

Ft.  in. 

425  4 
435  0 

Ft.  in. 
43  2 
46  4 

Ft.  in. 

36  2 
25  2 
25  2 

Ft.  in. 

27  0 
27  3 
27  6 

Ft.  in. 

27  0 

27  9 

28  1 

Ft.  in. 

23  3 

435    0      46  3 

21  4 

TANK  STEAMEKS. 


1892 

2,205 

3, 445 

330 

0 

43 

0 

29 

9 

27 

2 

27 

5 

18 

0 

1892 

2,  207 

3,  447 

330 

0 

43 

0 

29 

9 

26 

9 

27 

0 

18 

0 

1893 

2,353 

3,  710 

338 

0 

43 

8 

31 

7 

27 

3 

27 

8 

18 

0 

1894 

2,468 

3,  855 

345 

0 

44 

3 

23 

0 

26 

8 

27 

6 

1893 

2,  472 

3,868 

845 

2 

44 
43 

2 

23 

0 

26 

11 

27 

0 

1894 

2,  540 

3,  796 

338 

0 

7 

31 

9 

26 

11 

27 

1 

18 

0 

1894 

2,  659 

4,171 

353 

0 

45 

0 

31 

5 

27 

2 

27 

8 

18 

0 

1895 

2, 784 

4,273 

360 

0 

46 

7 

27 

7 

26 

10 

27 

0 

Note. — In  1885  there  were  8  steamers  drawing  27  feet  and  over,  and  the  greatest 
draft  was  27  feet  3  inches.  In  1890  there  were  21  steamers  with  a  maximum  draft 
between  27  and  28  feet  and  3  steamers  with  a  maximum  draft  of  28  feet  and  over, 
while  the  greatest  draft  was  28  feet  4  inches.  In  1896  there  were  33  steamers  with  a 
maximum  draft  between  27  and  28  feet,  16  steamers  with  a  maximum  draft  between 
28  and  29  feet,  and  9  steamers  with  a  maximum  draft  of  29  feet  and  over,  while  the 
greatest  draft  was  30  feet  6  inches. 

o 


SEYMOUR  DURST 


"l '  'To ft  niewv  ^fTt/ferJam^  o^  <^<?  H<rnhatans 


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